Coupler attachment



Sept. 25, 1951 s. slMoNsoN 2,568,831

COUPLER ATTACHMENT Filed March 4, 1949 2 Sheets-Sheet l r HJ. /6 7 (D C) C) 5 I/ II'/ Q- 11211;

Sept. 25, 1951 s'. slMoNsoN CouPLER ATTACHMENT 2 Sheets-Sheet 2 Filed March 4, 1949 INVENTOR.

Patented Sept. 25, 1951 .Sigvard SimonsonfButler, Pa., assigner, .mestre assignments, to Hulson Company, Chicago,v Ill..

` .a corporation of'I'owa Appneariml Manch .4, 1949, .semina 79,656.

.11 Claims. (Cl. 24131-58) This .invention relates to .railway .car underframes .of the .Duryea type, falso frequently .re--v .ferred to as cushion type Iunder-frames, :and vmore particularly to the; provision .-thereinof .couplers capable .of angling both vertically and horizontally .relative tothe underframe, y

`Underirames of the type .mentioned above comprise .a center :sill or draft .and :buiiing .column extending substantially the entire length .of the '.car body and movable longitudinally .relative :thereto when .subjected to draft `andlbuilng forces, fsuch. .movement .being ,-y-ieldably resisted 'by suitable cushioning .means .of various well known types. slack, :on .the other hand, is

' independent .of the sill travel, .being predeter-i mined-.by .limiting .the amount Vof .movement of the couplers relative tothe ;sill. As .a rule, `the couplers are A.permitteda small .amount -of inward .movement .relative to the Asill on lbul, which is yieldingly resisted -by .suitable .resilient means, and .these .means are varranged .so as to maintain the .couplers normally -intheir .extreme outward positions .relative to nthesill so .that -there is no slack in the .case .of drafttorces. For the purpose .of thus .positioning the .couplers Veither the. cush-ion ,gear springs or separate, .relatively .light coupler .positioning .springs can loe used, lboth -of these .arrangements being. well' known .in the art. .Examples 4of such under-.frames .are fdisclosed in .the S'. Ylatents Y'1,693,194. and 1,904,294.

Usually the `coupler .is .connected vto the-sill .by a horizontal coupler .key .slidable .in v.longitudinal .slots in the-.sill which .are .longer .than the .width of .the key so as -to permit .the desired amount .of

travel of the coupler relative to the sill. This-arrangement .also permits horizontal angling of the coupler relative to .the sill, due -to the longitudinal vplay .of .the .key in .the slots, but is not suitable .for use when .substantial vertical .angling is required, as Afor example .in :thecase of vertically interlocking types'of couplers.

The present invention eliminates the usual horizontal coupler key .and .avoids .the --use v.of slotted connections between-the .coupler .and the sill, while at the same time .it provides .for .both vertical .and .horizontal .angling of the coupler relai-tive to .the sill. These results .are .accomplished'by anovel .construction that is .strong as well .assimple .and inexpensive .and that .preserves .unaltered .the Well vknown..operation and advantages of the .above .described .ty-pe of underframe.

lCine vembodiment .of the invention 'has been illustrated in the accompanying drawings, bui; Lit is to be expressly understood that said drawings are for purposes of vexample only and are not to be construed asa denitionof the limits of the invention, reference .being had to Lthe appended claims for this purpose.

In the drawings, n l

Fig. 1 is a sectional plan view of one end of an underframe embodying the invention;

Fig. A2 is a verticalsection on the center of Fig. 2;

Fig. 3 isa transverse .section on the line 3--3 of Fig. 2.; l V

Fig. 4 isa vplanview of a .follower plate con-v struction; Y Y

Fig. 5 is aside view `of Eig. .4; and

Fig. 6 is an end view of the Afollower construction. A n

The center sill itself may havey any, suitable construction known .to thel art. lIn. the -form line shown, it comprises .two .Z-shapedsections VYl with their upper horizontal .iianges meeting and welded together along-.the .center 'line of the .sill as indicated yat 2, and .with .their lower flanges 3 turned outwardly at the bottom of .the sill'. The sill Aproper thus has a hollow rectangular cross-sectionalshape and is open at .the'b'ottoml When .subjected .to draft fand .buiiing forces,

. sill. moves longitudinally relative to thecar vbody and bolsters .in the manner illustrated -by the prior patents .mentioned above. 'The drawings show apart only'o'f a cushion gear Vof one of the known types mentioned above, in which the main cushioning .spring 4 extends outwardly from .thecar bolster (not shown) to aV point near the butt .of the coupler, its.l outer end being linked to the bolster by means-of a .link '5 having a head `li and a .retaining ,plate"'|`. 'The details spond to those disclosed in variousprior patents on this typeof .underframa as .for examplei. S. Patents Nos. 2,284,268 andv 2,349,656'. lThe sprintr 4 is mounted Within .the` sill l in any suitable ..sillwith its .shank 'l'.'extend'ing 'into the sill and connected to .a 'follower plate lI l by vmeans o'a universal pivotalV connection the details ofi which are describedhereinafter. 'Thus the coupler and follower move back `and forth 'together inthe @sill in, the longitudinal direction, without any -relative sliding movement Ybetween them andregardless of anglingl ofv the coupler. On'the other hand, both draft and' buing forces are transmitted 'to the sill by means ofthe follower 'plate `which Yhas .a limited longitudinal movementibetween a draft lug and a bumngstop'secured to" the sill. In this way slotted connections are eliminated, and there is no connection between the coupler and the sill so that the coupler can angle freely relative to the follower, while at the same time draft and bufng forces are effectively transmitted to the sill and the usual operation of this type of underframe is preserved un'- altered.

Referring in greater detail to the particular embodiment of the invention shown in the drawings, the end of the sill is strengthened by a suitable end casting shaped to provide an opening through which the coupler shank extends and l bridging the open bottom of the sill to supportV the coupler shank. This casting preferably comprises a top plate I2, side webs I3, and a .horizontal bottom section I4 extending underneath and supporting the coupler shank I, these portions defining a substantially rectangular opening in the end of the sill. Preferably the bottom section "I4 includes a housing I containing'a spring I6 which supports a carrier plate I1 on which the coupler shank rests, this arrangement permitting angling of the coupler but normally maintaining it in the horizontal position shown in the drawings. If desired, theside webs I3 may be extended inwardly and shaped to provide key slots I8 extending through the side walls of the sill so that the customary coupler and coupler key can be used, but it will be understood that :"/y

these slots play no part in the operationof the present invention and can be omitted.

The follower II- comprises a substantially rectangular plate movable longitudinally within the column and supported slidably on a bottom plate I9 secured to the lower flanges 3 of the sill. This follower is engaged by the head 6 of the link 5 and thus urged outwardly by the cushion gear spring 4 to the position shown in Fig. l in which 2G secured to the side walls of the sill` As shown,` these draft lugs are integral with and formed at the ends of the inwardly extending side webs I3 of the end casting described above, but they may be made as separate parts if desired. Accordingly when the follower is pulled outwardly by the coupler on draft, the pull is transmitted through the draftr lugs to the sill I and the sill moves outwardly relative to the car body without train slack. In the case of bufllng forces,

on the other hand. the follower II can movel the follower itself whereby thisA connection is` effected. Upper and lower supporting arms 2| and 22 respectively extend outwardly from the upper and loweredges of the follower between the draft lugs20. Thek shank of the coupler is embraced between these armsLand the follower and coupler butt have cooperating spherical surfaces indicated at 23 whereby angling of the coupler in any direction relative to the follower can take place without interfering with the transmission of buffing forces from the coupler to the follower. Draft forces are transmitted from the coupler to the ,follower by means of a vertical pin 24 extending through an opening in the 4 coupler shank with its ends seated in openings in the upper and lower arms 2 I, 22 cf the follower. As shown in Fig. 2, the pin is supported by means of the bottom plate I9 mentioned above. The connection of the coupler to the follower is completed by a bearing block 25 interposed between theinner side of the pin andV the inner surface 0f the coupler butt, this block havingy aspherical surface engaging the corresponding spherical inner surface of the coupler butt as indicated at 26 and a cylindrical surface engaging the pin as indicated at 21.

The coupler can thus swing horizontally about the axis o f the pin 24 for horizontal angling relative to the follower and sill, the spherical coupler butt turning against the spherical follower surface at 23. In order to provide for vertical angling of the coupler relative `to the follower and pin 24, the outer side of the opening in the coupler shank tapers outwardly or away from the pin, this taper beginning at the center of the shank and increasing both upwardly and downwardly from the center as indicated at 29 in Fig. 2. This fl construction, together with the spherical engagement of the coupler butt with the follower at 23 and with the bearingv block at 26, permits'the coupler toV tilt vertically relative' to the follower andpin. l'

The operation will be understood from the foregoing description and may be summarized briefly as follows.

mitted through the draft lugs 20 to the sill I-. These parts being normally in engagement, the sill is pulled outwardly relative to the car body without train slack and this movement is cushioned by the cushion gear spring 4.- On buff, the buing force is transmitted from the-coupler to the follower through the meeting spherical surthe ends of the follower engage suitable draft lugsv faces 23 and the follower moves inwardly relative to the sill until it engages the bufilng stop formed bythe spring housing 8, this movement being cushioned by initial compression of the cushion gear spring 4. Further inward movement of the coupler in the case of a strong bufng forcev results in moving the sill-longitudinally relative to the car body with further compression of the A cushion gear spring 4. Thus the normal opera-A tion of cushion underframes of this type preserved unaltered but without slotted connections to the sill and in fact without any direct connection of the coupler itself'to the sill. Hence the coupler is free to angle either horizontally or vertically relativeto the follower plate as described above. 5

Itwill be understood' that the invention is not restricted to the embodiment shown in the draw?.

ings norto the details of the foregoing description,since other embodiments can be made as well as various changes inthe form, details cfjvv construction and arrangement of the parts described above. to the appended claims for a definition of the limits of the invention.

Whatis claimed is:

l. In a railway car, a center 'sill movable longitudinally relative to the car body, a coupler having a shank extending into the end of saidsill,

On draft, the coupler pulls the follower through the pin 2'4 and this pull is trans- Hence reference should be had engagement with said lugl and a buing stop secured to said sill and adapted to be engaged by said follower to limit inward movement of said follower and coupler relative to said sill from normal position and thereafter to transmit buiing forces from said coupler to said sill, said limited inward movement of said coupler and follower being cushioned by initial compression of said Spring.

2. The construction defined in claim 1, comprising a pair of draft lugs one secured to each side of the center sill and engaged by the lateral edges of said follower, said buing stop comprising a housing for saidspring.

3. The construction defined in claim 1, said fol' lower having outwardly extending upper and lower arms embracing the coupler butt, said coupler butt having an outer spherical surface engaging a cooperating spherical surface on said follower, a vertical pivot pin extending between said arms and through an opening in the coupler shank, and a bearing block in said opening having a cylindrical surface engaging said pin and a spherical surface engaging a corresponding inner spherical surface of the coupler butt, the outer side of said opening being enlarged relative to the pin to permit tilting of the coupler shank in a vertical direction.

4. In a railway car, a center sill movable longitudinally relative to the car body, a coupler having a shank extending into the end of said sill, and means mounting the coupler for limited longitudinal movement and for angling movement both vertically and horizontally relative to the sill, said means comprising a draft lug and a bufng stop secured to said sill, a follower movable longitudinally relative to the sill between said lug and stop, resilient means urging said follower outwardly toward said lug, and a universal pivotal connection between said follower Y and coupler shank to permit angling movement of the coupler, the engagement of said follower with said lug and stop transmitting draft, and bumng forces respectively from the coupler to the sill and moving the sill longitudinally relative to the car body.

5. In a railway car, a center sill movable longitudinally relative to the car body, a coupler having a shank extending into the end of said sill, and means mounting the coupler for limited longitudinal movement and for angling movement both vertically and horizontally relative to the sill, said means comprising a draft lug and a bufflng stop secured to said sill, a follower movable longitudinally relative to the sill between said lug and stop, resilient means urging said follower outwardly toward said lug, spaced arms extending outwardly from said follower and embracing the coupler shank, the butt of the coupler having spherical engagement with said follower, and means connecting the coupler shank to said arms for pivotal movement about horizontal vertical axes, the engagement of said follower with said lug and stop transmitting draft and buffing forces respectively from the coupler to said sill and moving the sill longitudinally relative to the car body.

6. In a railway car, a center sill movable longitudinally relative to the car body, a coupler having a shank extending into the end of said sill, and means mounting the coupler for limited longitudinal movement and for angling movement both vertically and horizontally relative to the sill, said means comprising a draft lug and a buing sto'p secured to said sill, a follower movable longitudinally relative to the sill between said lug and stop, resilient means urging said follower outwardly toward said lug, spaced upper and lower arms extending outwardly from said follower and embracing the coupler shank, the butt of the coupler having spherical engagement with said follower to transmit buing forces thereto while permitting angling of the coupler, and means connecting the coupler shank to said arms for pivotal movement about axes at right angles including a vertical pin extending through the shank and into said arms to transmit draft forces to said follower, the engagement of said follower with said lug and stop transmitting draft and bufling forces respectively to said sill and moving it longitudinally relative to the car body.

'7. In a railway car, a hollow center sill movable longitudinally relative to the car body and having spaced, substantially parallel sides, a coupler having a shank extending into the end of said sill, and means mounting the coupler for limited longitudinal movement and for angling movement both vertically and horizontally relative to the sill, said means comprising draft lugs secured to the inner sides of the sill, a bufng stop secured to the sill inwardly of said draft lugs, a follower movable longitudinally relative to the sill between said lugs and stop, resilient means urging said follower outwardly toward engagement of its ends with said lugs, upper and lower arms extending outwardly from said follower between said lugs and embracing the coupler shank, and a universal pivotal connection between said shank and follower to transmit draft and bufng forces to the follower while permitting angling of the coupler, the engagement of said follower with said lugs and stop transmitting draft and bumng forces respectively from the coupler to the sill and moving it longitudinally relative to the car body.

8. The construction defined in claim 7, said follower comprising a plate extending laterally across the sill with its ends adapted to engage said lugs, said arms extending outwardly from the intermediate portions of its upper and lower edges. l

9. The construction defined in claim 8, the outer surface of the follower plate between said arms being spherical for cooperating engagement with a spherical surface on the coupler butt to transmit buffing forces to the follower.

10. The construction defined in claim 9, said connection including a vertical pivot pin extending between said arms through an opening in the coupler shank for transmitting draft forces to the follower while permitting horizontal angling of the coupler relative thereto.

l1. The construction dened in claim 10, the coupler butt having an inner spherical surface, and a bearing block interposed between said ifiner spherical surface and the pin and having a cooperating spherical surface and a cylindrical surface engaging the pin.

SIGVARD SIMONSON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,314,954 Simonson Mar. 30, 1943 2,386,476 Kinne et al. Oct. 9, 1945 

